Engine starting, lighting, and ignition system.



C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

9 SHEETS-SHEET 1.

APPLICATION FILED APR. IL 1911. 1,171,055. Patented Feb. 8,1916.

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APPLICATION FILED APR. 17. 1911. 1,171,055. Patented Feb. 8,1916.

9 SHEETS-SHEET 2.

WITNESSES: INVEZVTOR. 66. 63% W' W THE COLUMBIA FLAX IOGRAPH 60.. WASHINGTON, n. c.

C. F. KETTERING. ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

APPLICAHON FILED APR-17, 1911. 1,171,055. Patented Feb. 8,1916.

9 SHEETS-SHEET 3.

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C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

I APPLICATION FILED APR.I7,19H. 1,171,055. 1

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C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

APPLICATION FILED APR. 11. 1911.

1,171,055. Patented Feb. 8, 1916.

9 SHEETS-SHEET 5.

WITNESSES THE COLUMBIA FLAHOGRAPH .20., WASHINGTOII. 0.1:.

C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

- APPLICATION FILED APR. 17. I911. 1,171,055, Patented Feb. 8,1916.

9 SHEETS-SHEET 6.

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THE COLUMBIA PLANOGRAFH 60.. WASHINGTON. D. C.

C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

APPLICATION FILED APR. 11, 1911.

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C. F. KETTERING.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

I APPLICATION FILED APR. 7, I911. 1,171,055. Patented Feb. 8,19I6.

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UNITED STATES PATENT oEEioE.

CHARLES E. KETTERING, OE DAYTON, OHIO, ASSIGNOR TO THE DAYTON ENGINEERING LABORATORIES CO., A CORPORATION OF OHIO.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

Application filed April 17, 1911.

To all whom it may concern Be it knownthat I, CHARLES F. KETTER- ING, residing at Dayton, Montgomery county, Ohio, have invented certain new and useful Improvements in Engine Starting, Lighting, and Ignition Systems, of which the following is a full, clear, and exact description.

This invention relates to a system of devices adapted for supplying power to start an engine, and the engine when thus started is arranged to store up power for similar starting operations; and this same power source may then be used for the ignition system of the engine, and to furnish a light ing circuit. That is, in the particular form hereinafter described as embodying my inventions, I have provided an automatic starting device for automobile engines, so as to eliminate the manual cranking of the engine. The power to start, or crank, the engine in this automatic manner is derived from electric storage batteries, which supply current to an electric motor that is connected to the engine. Then after the engine has been thus started, it operates the electric motor as a generator to supply electric current, which is stored up in the storage batteries. It is this current from the storage batteries that may be used for the ignition system of the gas engine, and also for furnishing a lighting circuit, or other electric circuit for various purposes in connection with the use of automobiles. \Vhile these improvements are primarily shown and adapted to be employed in connection with automobiles or motor vehicles, they may be readily combined with any type of power driven apparatus or machines, wherein it is necessary to apply an initial starting power thereto in order to bring the normal actuating or driving power of the apparatus or machine into action.

It is among the general objects of these inventions to produce novel combinations of the mechanisms above referred to and to simplify and make their operation more efficient for the various purposes and requirements desired in such apparatus. Among these objects, may be set forth more specifically the following :-first, to secure a high turning power or torque to be applied to the crank shaft of the engine so as to start the same, this power being derived from the storage batteries and applied Specification of Letters Patent.

Patented Feb. 8,1916.

Serial No. 621,512.

to the engine by means of the electric motor; and at the same time to make the system adaptable for lighting systems requiring smaller voltage, and also to permit charging of the storage batteries at relatively low voltage. In carrying out these objects the arrangement of the batteries is such that for the starting power, the batteries are arranged in series, for example twelve batteries in series to give twenty-four volts, while for charging these batteries when the motor is run by the engine as generator, the batteries are combined in parallel under a siXvolt arrangement. Likewise the motor generator has both the series and the shunt forms of field windings. The series lield winding is alone used -for starting, while both the shunt and the series field windings are made use of during the charging operation in what is known as a difierential arrangement, 2 e. opposing each other. The selec tion of these fields is automatically controlled, according to whether the apparatus is arranged for starting or for charging. IVith the above described arrangen 31b of the batteries, the charging takes place at comparatively low voltage, for example, six volts as stated; so that the generator begins to. charge at a low speed and it is not necessary to speed. up the engine or to gear it up to such high revolution as might be necessary if the generator had to charge the batteries a high voltage. At the same time the lighting system can be taken from a six-volt unit or set of cells which will be sufficient for the ordinary purposes of a lighting system in an apparatus of; this sort where the lighting is used in connection with automobiles. Incidental to the accomplishment of the above objects is the dcsirability of controlling these different devices in simple and convenient manner requiring as little attention as possible on the part of the operator. For this purpose I have arranged a lever or pedal which controls the various parts as to their starting or their charging conditions. For example, this foot pedal when pressed in one direction operates a controller or switch having electrical connections such that when the pedal is in this forward position, the batteries are in series (giving 24 volts), and the series field winding of the motor is alone connccted in the circuit of the batteries so that this motor-generator now acts as a motor to crank the engine. Now when the foot pedal is returned to normal position, this throws the controller to its opposite position, thereby shifting the battery connections to the parallel arrangement and likewise shifting the field windings so as to have the differential arrangement such that the device now operates as a generator to charge the storage batteries. The motorgenerator is not permanently connected to he engine. Two different sets of gears are aade use of, one set of multiplied gearing 'eing used to connect the motor to the for starting, while a different set gearing used to connect the engine to the generator for chargin By this means,

a high speed of the motor when starting, turns the engine at a' low speed, whereas when the engine l as been once started and is revolving at fairly high speed, the other set of gearing transmits this same speed to the generator for charging purposes. I make use of th s same foot pedal for controlling this gearing in that when the foot pedal is pushed forward for its starting position, the first set of gearing is thrown into mesh to connect the motor to the engine. This gearing remains thus enmeshed until the foot pedal is brought back to its normal rearward position, when the first set of gearing is disconnected or unclutched, and the second set of gearing is connected thereby connecting the engine to the generator for charging.

Incidental to the above objects, I have made a particularly advantageous switch or controller which has two different positions for the purposes above indicated and also for the purpose of controlling other electrical connections as will hereinafter appear, which form advantageous accompaniments to the purposes above explained.

The above enumerated objects are some of the more important ones which these improvements are designed to accomplish. Gther objects will appear incidentally as the description of these improvements progresses, and it will also be apparent to those skilled in the art, that the devices possess numerous advantages, some of which will be set forth as the description progresses, but others of which are omitted for the sake of brevity and with the under standing that they will readily be appreciated upon consideration of the combinations and arrangements which are utilized and are set forth in the ensuing description constituting a preferred form of the apparatus. It is to be understood that this is merely a preferred form which is shown and described and that various other forms may he adopted without departing from the spirit and scope of the invention.

The particular form of apparatus in which I have embodied my improvements will now be set forth in detail, having ref erence to the accompanying drawings forming part of this specification.

In said drawings, F igure 1 is a top plan view of the chass's of an automobile to which my improvements are applied. Certain parts of the chassis and of the automobile are removed for the sake of clearness, and. the portion of my improvements whlch are side View of the parts shown in Fig. 5, wi..h

the exception that the fly-wieel is here removed tor the sake of clearness. Fi 7 1s a detail view of the friction clutch carried by one of the transmission pinions of the motorflywheel gearing, and 7 is a sectionalised view of Fig. 7. Flgs. 8, 9, and 10 are diagrammatic views of the electrical circuits and connections, F 10 being the complete arrangement of the circuits and (.lGVlPC-9, while Figs. 8 and l) are fragmentary for the purpose of clearness and description. ll 11 and 12 are top views of the controller or switch which is bperated by the foot pedal to control the various electrical connections as referred to generally above and explained more specifically below. Fig. 11 shows the )arts as positioned for charging the bat teries and Fig. 12 for starting the engine. Figs. 11 and 12 are diagrammatic views respectively of the electrical coni'iections for Figs. 11 and 12 of the controller, that is, for the charging and the starting positions e spectively. F ig. 13 is a horizontal sectional view of this controller on the line 15-15 of Fig. 14. Figs. 14, i5, and 16 are vertical se tions of portions of the controller at intermediate points as shown by the respective section lines and arrows on Figs. ll and 12.

Referring now to Fig. 1, it may be stz' od that the type of automobiles in which thee improvements are shown as applied, is the Cadillac, which is a well known ant-oniobile on the market at the present time. la this View, the chassis is shown having the side frames and carrying the engine 31 which is of the four-cylinder type ordinarily used in automobiles. are the fron t wheels, and the running boards. the box containing the transmission and is the transmission lever which when moved back and forth controls the selection of the transmission gears in a well known manner. one position being the neutral, in which the engine driving shaft is not connected up to the driving wheels of the automobile; and the other positions of the control lever 35 operating the transmission gears to produce the various speeds forward or the reverse speed. 36 is a casing containing the ordinary oil pump such as is customarily used on a car of this type. This oil pump is operated by a shaft 37 which is utilized in connection with the present inventions as will appear hereinafter. 38 is the fiy-wheel of the engine, connected of course directly with the engine shaft. 39 is a clutch disk, of the usual form, having the conical-shaped periphery which engages in the interior of the fly-wheel and may be operated as by a pedal 40 to be thrown into and out of en gagement with the fly-wheel in a well known manner to make or unmake the connection between the engine and the transmission gears. 41 isamotor-generator forming part of the present improvements and arranged to serve as a motor to start the engine and as a generator to charge the storage batteries. This motor-generator is controlled as to its status as motor. or generator, by the foot pedal 42, mounted upon a cross rock-shaft 43. From this rock-shaft 43 there extends upward an arm connected to a link 1-4 which extends forward to control the gearing connections between the motor-generator and the engine. Another link extends rearward and is connected to a bell crank lever 46 which in turn is connected by a. link 47 to the switch or controller 48 shown diagrammatically in dotted lines in Fig. 1. This controller 48 is contained within a casing or box 49 which carried upon the running board of the car and is intended to be a convenient place to carry also the stor age batteries and other appurtenances of this electrical system. These various connections will be described more in detail later, but in general it may be seen from Fig. 1 that the operation of the foot pedal or starting pedal 42 operates tl'irough the link 44 to control the connections between the engine and the motor-geneiator, and through the link to operate the electrical switch or controller which governs all of the electrical circuits as will hereinafter appear. The connections between the engin e and the motor-generator wi l now be described.

Referring to Fig. 4, the aigine shaft 50 carries a small gear 51. This meshes on one side with a gear wheel which in a well known manner is used to operate cams which move the valve stems 53 for the re spective cylinders 54 of the engine, but as these parts form no portion of the present this sort in a car of this type, it is found advantageous to use this as one connecting means for one set of gearing between the engine and the motor-generator. Referring now to Fig. 1., it will be seen that the said shaft 37 carries a shiftable clutch member having teeth adapted to engage with the corresponding clutch member 61 which is fast upon the shaft of the armature of-the motor-generator 41. This shifting clutch member 60 is operated by a central pivot lever 62 which is connected to an arm extending forward to an arm 64 (see also Fig. 1). This arm 64 is pivoted at its middle point, the outer end of the arm being connected to the aforesaid link 44 shown in Fig. 1, and the inner end of the arm being connected to the rod 63. Thus it will be apparent that the operation of the foot pedal 42, when pressed forward, throws the link or red 44 forward, which retracts the rod 68 rearward and thereby moves the clutch member 61 out of engaging position so that it rests in the position shown in Fig. 2. This is the starting position. That is, it is intended that the pressing forward of the foot pedal or starter pedal 42, shall prepare for the starting of the engine by the electric motor; and upon the return of the pedal to normal rearward. position, the connections are such as to have the motor-generator operate as a generator. In such case. the return of the foot peda to normal rearward position would throw the rod forward thus engaging the clutch member 60 with its companion member 61. This makes a direct connection between the engine shaft 50, (Fig. 4), through the countershaft 37 and clutch members 60 61, directly with the armature of the motoorator. It will be seen that the size of these connecting gears is such that the armature of th motor-generator would in this charging position be d iven at the same speed as the engine shaft 30. That the generator is driven, for charging purposes, at engine speed. i

I will now describe the connections between the engine and the motor-generator for the starting position, that is when the motor-generator is operating as a motor.

As seen in Fig. 2, the end of the armature shaft 65, of the motor-generator, carries a pinion 66. The fly-wheel 38 is formed upon the forward parts of its periphery with gear teeth 67. There is a shifting gear arrangement so arranged that these gears will connect up the motor pinion 66 to the gear teeth 67 of the fly-wheel, or said gears may be shifted laterally so as to break this gearing connection. The

exact construction of these parts is shown more clearly in Figs. 5 and 6. A stubshaft projects from the framework of the motor-generator, being at its outer end suitably supported by a framework 71. Mounted to slide or shift laterally upon this stub-shaft are two gear wheels 72 and 73 which are arranged to be clutched together in a manner to be presently explained. The gear wheel 72, which is the larger of these two, is arranged to mesh with the motor pinion 66; while the smaller gear wheel 73 is arranged to mesh with the teeth 67 of the fly-wheel 38. The device for shifting these gear wheels 72 and 73 forwardly and rearwardly on the shaft 70 comprises a yoke 74: which projects into an annular groove formed in the sleeve 75 extending from these gear wheels. This yoke is fast to a hub 76 said hub being pinned to a shaft 77. The shaft 77 extends forward from a similar hub which is the center part of the aforesaid arm 64. said arm being operated by the starter pedal 12. Thus when the starter pedal is pushed forward so as to throw the connecting rod l iforward, this rocks the arm 6 1- and thereby turns the aforesaid short shaft 77 so as to move the yoke 7e rearward (to the left in Fig. 6) This shifts the intermediate gears 7:2 and 73 to the left in Fig. 6 and brings the gear 72 into mesh with the motor gear 66 as seen in the position shown in Fig. 6. In this, position the gear wheel 73 is meshing with the teeth 67 of the flywheel 38. In Fig. 6 the fly-wheel is shown removed for the sake of clearness but the position can readily be seen from Fig. 5. Now when the starter pedal 41-2 is allowed to return to its normal position, this shifts the gear wheel 72 and 73 to the right in Fig. 6 and withdraws the gear 72 from meshing with the motor pinion 66 and also withdraws the gear 73 from engagement with the teeth or" the fry-wheel. Now when the parts are in the position shown in Fig. 6. which is the starting position, the ratio of the gearing is a multiplied ratio, that is. the motor pinion 66 can revolve at i. fairly high speed, but the fly-wheel of the engine moves comparatively slowly so that thereby the motor may revolve rapidly and the engine may be cranked slowly by the motor f or the purpose of starting. As seen above, when the starter pedal 1-2 returns to normal rearward position. the gearing con nection between the motor pinion 66 and the fly-wheel is broken by the shifting of the gears 2 and 73, and the other connecting gearing between the engine and motor generator is br ught into play, that is, the one to one ratio gearing, through the medium of the clutch members 60 and 61 which drive the motor-generator from the engine as a generator. Usually it will be possible to make the gear wheels 72 and 73 go into mesh respectively with the pinion 66 and gear teeth 67, but if these gears happen to be out of proper alinement for enmeshment upon this shifting, the initial movement of the motor pinion ('36, by reason of. the starting up of the motor current upon the shifting of the starter pedal (as later explained), would give the motor pinion enough movement to start to pick up these gears and permit the lateral shifting. 01' if desired, some auxiliary device could be utilized to give the motor a slow turning movement preliminary to the shifting of these gears for enmeslnnent. Such a device forms the subject matter of anther pendin application filed by me June 15. 1911, Serial Number ($33,443.

It has just been stated above that the two gears 72 and 73 were arranged to be clutched together in order to turn the fly-wheel by revolution of the motor shaft pinion 66. This clutch mechanism is shown in Figs. 7 and 7, and is of a. well known forn'i. Loosely mounted upon the aforesaid stubshaft 70 is the said gear wheel T3 which has a laterally extending collar 80 over which is fitted a tooth shaped cam dik 81, the shape of which is clearly shown in Fig. T. This disk 81 is pinned to the gear 73 by pins In the recesses between the disk 81 and the inner periphery of the gear wheel 72 are friction rollers 83 which are normally spring-pressed a *ay from the disk 81 by springs 8-l-. hen the gear wheel 72 rotates in the direction of the arrow in Fi g.

i, which is the direction of rotation under which it is driven when the motor revolves for starting, the friction of the inner periphery of the gear wheel 72 carries the rollers into the ii-shaped portions of the recess between the disk 81 and the gear This causes the gear 72 to drive the disk 81 and thereby drive the pinion gear wheel 78. This in turn drives the fly-wheel as is obvious from Fig. 5. If the motor is thus brought to drive the fly-wheel and start the engine, then as soon as the engine starts, it will naturally tend to revolve faster than the motor would tend to drive it. In this case the gear 73 is now driven by the engine. thus mixing the disk 81 and resulting in the fr ction rollers occupying the enlarged per" one of these slots in which they reside. This prevents any friction grip upon the gear wheel 72 so that the disk 81 and gear wheel '73 and the iiywheel of the engine, can all revolve faster than the gear 72 while the gear 72 is driven slowly by the motor so long as the motor is running under its own current. 'lhispermits the engine to run ahead of the motor as soon as it has started. I have also arranged a preventing means which prevents the reengagement of the gear wheel 7 3 with the fly wheel after. the engine has been started and the gears have been disengaged. By referring to Fig. 6 it will be seen that the end of the motor shaft carries a centrifugal governor 90 against the end of the movable portion of which rests a blocking lever 91 pivoted at 92 to a portion of the framework. The upper end 93 of this blocking lever rests in a slot in the end of the shaft and is of such length that when the yoke 7-1 is moved to shift the gear wheels 73 and T2 to the right in Fig. 6, the inner end of this portion 93 of the blocking lever, tends to spring up (under tension of spring 94:) into dotted line position so that the end of the lever will abut against the outer end of the sleeve carrying the gear 73 and thus block the movement of the gear wheel 7 to the left. This movement of the blocking lever is permitted when the motor has got up to speed so that the governor balls separate and permit the arm 91 of this lever to spring inward. Thereupon as soon as the operator restores the starting pedal to normal position, thereby shifting the gears 72 and 73 out of mesh with the fiy-wheel, this blocking lever then prevents the gears from being shifted back again. Thus the result is that after the motor has started the engine, and the engine fly-wheel has got up to speed, then if the operator returns the starter pedal to normal position and disengages the gear 73 from the flywheel, these parts cannot again be engaged until the motor has stopped or slowed down to slow speed. This prevents injury to the gears by trying to force them into mesh when running at too high a speed. This mechanism forms the subject matter of my co-pending application, Serial No. 22,310, filed April 19, 1915.

I will now describe the electrical connections and arrangements the purposes of which have been referred to above and which operate in conjunction with the use of the aforesaid starter pedal.

As has already been explained with reference to Fig. 1 the pedal #12 is connected to and operates the sliding rod or link 47 which operates the switch or controller 48 shown diagrammatically in Fig. 1. It is this controller which governs the operation of the electrical devices and controls the various circuits thereof for the purposes outlined. Thiscontroller is shown in Figs. 11 to 16 inclusive, and in Fig. 1G is shown the same connecting rod 47 which operates the controller in a manner later to be explained. A spring 104 (shown in Fig. 1) operates upon the pedal 42 to normally tend to bring the pedal back to rearward position, thus automatically returning the switch connections to normal position and automatically disconnecting the mechanical gearing connections between the engine and the electric motor. Before describing this controller in its mechanical detail however, the electrical circuits and arrangements will first be described in connection with diagrammatic views for the sake of simplicity in understanding the construction and operation of the controller which in itself is somewhat complex in structure.

Figs. 8 and 9 represent diagrammatic views of certain parts of the apparatus, while Fig. 10 represents the complete circuit arrangements, the diagrams being separated in this manner for the sake of simplicity and description. Referring to Fig. 8, the motor-generator 11 is shown having its field wound differentially with shunt and series windings. That is, there are the shunt field coils 130 and the series field coils 131, said coils being wound differentially, that is, wound oppositely so as to oppose eachother in magnetic effect when used together for exciting the field. The storage battery is shown at 133, representing the battery or set of cells which are utilized to supply current to drive the motor-generator as a motor and in return to be charged by the latter when running as a generator. As will be described presently, when arranged for starting, the series winding 131 is alone used, whereas for the charging position of the controller, the differential windings, namely shunt field 130 and series field 131, are used. But in this charging arrangement, it is desirable to have some device for controlling the extent of charging of the batteries so as not to overcharge them beyond the point of saturation. This is ac complished by means of an electric meter placed in series in the charging circuit and controlling certain resistance in the shuntfield of the generator. This subject matter is described and claimed in my co-pending application, Serial No. 628,813, filed May 22, 1911. This electric meter 131- (Fig. 8), is operated by the flow of the current through it, to revolve the contact pointer 135. This contact pointer controls the resistance device just referred to, in the following manner: The lead wires 136 extend from the generator and from the shunt windings 130 to contact strips 137 and 138. Located between these two strips are two other strips 139 and 110. Normally the contact strips 137 and 139 make contact at their outer extremities through the contact points 1411, and similarly the contact strips 138 and 140 normally make contact through the contact points 1412. At the outer end of the contact strip 110 is a pin 113 arranged to strike the contact strip 1&1 when the strip 110 is moved to the left in Fig. 8, thus separating or breaking the connection between strips 137 and 139. Contact strips 139 and 140 are connected together at their inner ends as shown, and a wire 1 1 1 extends therefrom to an intermediate point between two resistance coils 115 and 146 which are bric ged across between the lead wires 136, as shown.

The operation of this device is as follows: ll' hen trio batteries are being charged, the pointer moves in the direction of the full line arrow in Fig. 8. At the point oi saturation of the batteries, the parts are so arranged that the pointer will at that time come in contact with the strip M0. The first etl ect thereof is to separate the contact strips 138 and 110. Before such se aration, the shunt-field circuit was made through the wires 136, contact strips 137, 189, 11 0 and 138, thereby short-circuiting the resistance coils 1 and 1 16. But the separation of the contact strips 140 and 138 makes it necessary for th current to flow through the strips 137 and 139, through the wire and then through the resistance coil '-U,'that is the current in the shunt-field. The result is that this resistance thereby introduced into the shunt-field weakens the current in the shunt-field, and on account of the arrangement of the field windings, this weakens the current flowing *ough the main lead wires 1%? and thus weakens the current delivered to the storage batteries 13 Now the further movement of the pointer 135 in the same direction carries the strip llO still farther to the left so that the pin 1-13 strikes the strip 137 and breaks the contact between said strip and the strip 139. This obviously throws the other resistance coil 1 16 into the shunt-field circuit, thereby introducing still greater resi tance therein. (See Fig. 9 for position of parts at this stage.) This still further reduces the strength of said shunt-field and like 'ise reduces the strength of the main current deli ered to the storage batteries.

making these resistance coils of sullicient resistance, the charging current may in this way be reduced to a negligible quantity at the point when the batteries are set urated. From the main lines 1%? extend lead wires 150 which are used for tapping off or" this storage battery circuit, the necessary current for the ignition apparatus shown diagrammatically at 151 and the lighting devices shown diagrammatically at 152. Thus assuming that the batteries have enlarged to point of saturation and the cha ping current reduced to minimum in the -r described, then it the ignition and ng systems are put into operation, ocd oil of this storage battery circuit.

n arrow in Fig. 8. This retracts the pointe 135 from contactwith strip 14:0 so as to restore the parts into position shown in Fig. 8 in which resistance coils 14-5 and 146 are shortcircuited so that the shunt field may have its maximum ctlect. Then the charging may go on as previously explained. The strips 137 and 11-0 may be of spring material so that they normally assume the straight position shown in Fi 8. Now the reducing of the charging current to a minimum, when the batteries have reached point of saturation, may be suilicient, but it may be also desired to break this charging current altogether at such point; and for that reason I have introduced an automatic cutout as shown in Fig. This cut-out coinprises two coils 160 and 161 the tormer being a low-resistance coil and the latter a high-resistance coil, wound upon a core 162. A right-angle armature 168 is connected to the coil 160 and when. attractiiw by the core 162, makes contact with the overlying strip 16 which is connected by a wire 165 with the main line ot the electric meter and storage batteries. Both coils 160 and 161 are connected at the point 166 with the upper wire 1 5T, and the other end 01 the coil 161 is connected by wire 167 with the lower wire 1-H. Tn the position of the parts of this cut-out shown in Fig. 9, the storage batteries are normally disconnected from the circuit coming from the generator, sin the armature 163 and contact strip 161- are separated. Thus when the generator starts to turn for beginning the operation of charging, the current through the series field and wires 14:7, first has to build up through the hi gh-resistance coil 161 so to attract the armature 1153 to the core 162 and thus close the circuit through the strip 1.64: and thereby put the storage batteries into the main charging circuit. This movement of the armature 163 enables the main current to pass through the low resistance coi 160 to the storage batteries. thereby maintaining the contact closed against the strip 161. it will now be seen that the cut-out operates to prevent the current from the storage battery discharging back through the generator in case the generator should slow up so as to reduce its current by slackening of speed. That is, the kick-back of the cur ent from the storage battery, running through coil 160 reversely would break the circuit connectimi between the armature 163 and strip 13 The spring 16-3 restores armature 163 to the position of Fig. 9. This cuts the storage battery out of the generator circuit and leaves the generator circuit running through the high resistance coil 161. wherein the current is now too weak, on account of the slow speed of the generator, to energize the core sufliciently to restore the contact with the strip 16%. This is a well known operation of electrical cut-outs, but 1 have made use of the cut-out in this position not only to operate as a cut-out in the manner just explained, but also to cut off the storage battery circuit connection completely when the point of saturation of the batteries is reached. That is, when the electric meter pointer 135, has moved to the position of saturation of the batteries, as shown in Fig. 9, thereby throwing the resistance coils 146 and 145 into the shunt-field circuit as already explained, this weakens the shuntfield and minimizes the charging current coming from the generator to such an extent that it is similar in effect to the slowing up of thegenerator in speed. That is, the batteries kick-back or overcome the charging current and thereby operate the cut-out to cut the batteries out of circuit altogether. Thus it will be seen that the operation of the electric meter is first to weaken the charging current at the point of saturation of the batteries, and then break this charg- .ng circuit altogether by means of this cutout, which is the same cut-out which operates in this manner to effect the breaking of this charging circuit when the charging current becomes weakened for any other reason such as slowing up or stopping of the generator. It will be seen from this particular arrangement of the differential windings of the generator, that when the generator first starts to operate, the field is built up in the shunt windings and the current gradually begins to rise in the main line and also in the series winding. The series Winding being opposed in effect to the shunt Winding," this rise of the current therefore has the effect of gradually bringing the two fields into a point of balance so far as concerns their combined effect on the field. Therefore the charging current rises rapidly at first and then reaches a point where the increase in speed of the generator produces but very little increase in the charging current. This is particularly advantageous in an apparatus of this sort designed for charging purposes where the generator may have variable speeds within wide limits and sometimes rather excessively high speeds. In such event the current soon rises to its maximum and then rises beyond that only very slowly. The relationship between the shunt and the series windings respectively is of course suitably arranged as to the number of turns to effect the r aching o1 the maximum current at the desired point. It may be desired however to reach this maximum charging current more quickly, that is, to reach it for lower speed of the generator so that the generator will be charging the batteries over a longer period of time in the ordinary varied operation of the device. To accomplish this I provided an iron wire bypass or short-circuit resistance 170 shown in dotted lines in Fig. 9. This resistance may be of any suitable nature which is variable with the condition of the current flowing therethrough. Iron wire has the property of increasing its resistance when heated up under the influence of increasing current flowing through it. Thus it will be seen that with this arrangement, the iron wire when cold at the outset, forms a short circuit around the series field. Therefore the opposing effect of this field is nil in the early speeding up of the generator. Therefore the current, under the excitation of the shunt-field, rises very rapidly to a maximum and sends the charging current through the iron wire resistance 170. The rising of the current therein however heats up the wire which in turn increases the resistance and thus begins to send the current through the series winding 131 which then causes the opposing effect in the field to take place as previously explained. This produces this balancing effect so that the current then stands at its substantial maximum without any material increase with the increase of speed of the generator.

I will now describe in diagrammatic form the connections for rearranging the batteries for starting and for charging such that they are in series for starting the motor, and in multiple for being charged by the generator; also whereby the motor is used with its series winding alone for starting as a motor but with the shunt-series arrange ment. for generating. In this connection it may be stated that as the accompaniment to this shifting arrangement, the same switch controller which accomplishes this, also eliminates the cut-out device for the starting operation. These arrangements are shown diagrammatically in Fig. 10. The arrangement of storage batteries is shown at the right in Fig. 10, with the batteries grouped in four sets of three cells each. This would make twelve cells in all which at approximate voltage of two volts each would give approximately 24: volts if the cells are all used in series. As will presently be seen, these cells are used in series to give this 24 volts for starting, that is for driving the motor-generator as a motor to start the engine. /Vhereas in the charging, the cells are arranged in multiple series having four groups as shown, each group having three sets in series and these groups being arranged in parallel for charging so that the charging takes place practically at six volts. In this arrangement of the connections for accomplishing the shifting of the storage batteries in this manner, the dotted line connections represent the positions of the shifting switch controller when the device is arranged for charging, while the heavy line connections represent the positions for the switch controller in the starting arrangement with the batteries all in series. This will be explained presently in detail. This shifting of the connections for the purpose explained is accomplished by a mechanical controller the construction of which will be hereinafter shown in detail but in this Fig. 10 the shifting is shown diagrammatically and the various parts and terminals involved therein will be numbered so that they can be identified with the mechanical parts used in the controller shown in Fig. 11 and the succeeding figures relating thereto. The electric meter 131 is shown at the left in Fig. 10 with the arrangements for controlling the shunt-field of the motor generator e1 as has already been explained with reference to Figs. 8 and 9. The cut-out device explained in Fig. 9 is shown about in the center of Fig. 10 and its operation will readily be understood in connection with the ensuing description of Fig. 10. The iron wire resistance 170 is shown in a different location in Fig. 10 from what it is shown in Fig. 9 but the actual location as a by-pass or short-circuit around the series winding of the motougenerator, for the charging condition, is still the same. One of the lead wires 136 extending from the shunt winding 130 leads to the previously described resistance coils l-lo and 1 16 and extending from the other side of these coils is a lead wire 200 which connects with a contact point 201. This contact point 201 is shown connected by av dotted line or electrical connection 202 with contact point 203. From this point 203 a lead wire 204textends back to the brush 205 on the motor-generator. The iron wire resistance 170 is located between the contact point 201 and another contact point 206. A dotted line or electrical connection 207 is shown connecting the point 206 with the contact point 208. From this point a lead wire 209 extends to connect up with the lead wire- 14t7 which goes back to the series winding 131 of the motor-generator. The said contact point 208 is shown connected by heavy line Or connecting strap 210 with a contact point 211. It will be understood that in this case as in the succeeding ones, the dotted line 207 represents the position of a certain electrical connector when the parts are arranged for charging, where as the heavy line 210 represents the shifted position of this electrical connector for the condition of starting. Thus the lines 207 and 210 represent really the same element which shifts to connectthe point 208 either with the point 211 or the point 206. The same system is diagrammatically used for the other shiftin connections as will presently appear. A lead wire 212 extends from the point 211 to form a common wire for connecting up to one side of the batteries when arranged in multiple-series for charging purposes. From this wire 212 there extends from the point 213, a leadavire 21% which connects with the previously described contact strip 1M forming part of the cutout device. The armature 163 of this cut-out device is connected with the aforesaid coil 160 which in turn is connected with the common point 106 to which the other coil 161 is connected as preriously er-nplained in connection with Fig. 9. The position and connections of this cut-out device will therefore readily be understood from this and the previous description. Going bacl: to the battery connections, the common wire 212 has extending downward from it, for the fourth set of cells, the set at the left in 10, a lead wire 215 which connects with a contact point 210. This point 216 is connected by a dotted line or electrical connection 217 with a contact poin 218. From this point 218 a connecting wire 219 extends to the left-hand or fourth set of three cells, of the storage battery. The four different sets of cells are designated by roman numerals in Fig. 10, also with their positive and negative terminals for the sake of convenience. From the opposite side of this set of cells No. TV, a lead wire 220 extends downward to the common wire l t? which leads back to the other brush 205 of the motor-generator through the electric meter 134;). These various connecting wires and contact points are numbered in detail in this manner so that the parts may be identified on the figures relating to the mechanical switch controller subsequently to be described. Leading from the contact point 218 is the heavy line or connecting strap 221 which connects with the contact point 222. As previously stated this heavy line 221 represents the shifted position of the dotted line connection 217 and vice versa. 11 lead wire 223 extends from the contact point to a contact point 221 on the oaposite side of the third set of three cells of the storage battery, set No. HI. From this point 224: a dotted line connection 225 is shown connecting with the contact point from which a lead wire 22'? extends 'hich connects with the aforesaid common return w re 1 1 The heavy line is shown connected with this same point 224-. to represent the shifted position of the connection when breaking the connection bet-ween the points 22 1- and 226. lVithout repetition of the details of the connections for the other sets of cells of the storage battery, it is thought that the previous description will make it clear just what the system of connections is, making use of the dotted and heavy lines for the respective shifting positions. [is previously stated these various parts numbered separately in order to identify them more clearly on the figures showing the actual mechanical parts of the switch controller in Figs. 11 at seq/14675147". F 'act tracing out of these connections will now be explained for the two stated conditions of the circuits, first for starting and secondly for charging. It having been stated that the heavy lines of these V-shaped shifting elements represent the positions of these parts for the starting operation, it will be assumed first that the heavy lines in such cases represent the actual connection and that where the corresponding dotted lines are shown, there is no cross-connection. Therefore to trace the complete connections for the starting condition, the circuit may be considered as starting at the lower side of the right-hand set of batteries or cells, that is set No. 1, the circuit extending through the lead wire 230 to the point 231, thence to the connecting wire 232 to the point 233, heavy line or connecting strap 234, point 235, lead wire 236, to the second group or set of cells, No. 11; then lead wire 237, point 238, lead wire 239, connector 240, point 241, lead wire 242, to the third of the group of cells, then lead wire 243, point 224, lead wire 223 to the point 222, then connector 221 to the point 218, lead wire 219 to the left-hand or fourth group of cells; lead wire 220, wire 147, meter 134, brush 205 of the motor, through the motor to brush 205, thence through the series coil or winding 131, lead wire 147 through point 250 to lead wire 209, point 208, connector strap 210 to point 211; and thence by lead wire 212 back to the other side of the right-hand or first set of cells of the battery. It is obvious that from these connections, the cells are all arranged in series so as to give 24 volts through the motor for starting purposes, thus giving high voltage. It will likewise be seen that the shunt field winding 130 is cut out of operation in this starting condition because of the gap represented by the dotted line 202, also the gap represented by the dotted line 207, which represent different places in the shunt field circuit. This gives high voltage through the motor for starting and a series wound motor to give high torque for the purposes and with the advantages hitherto referred to. It will likewise be seen that be cause of the high resistance of the coil 161 of the cut-out,'this cut-out is not in opera tion for any purpose during this starting operation. The electric meter is however in the circuit during this starting operation so that any current used on this account will run through the meter and revolve its pointer in the direction of the dotted arrow so as to require the charging of the batteries to replace the current used up for starting purposes, thereby rotating the pointer in the reverse direction as previously explained. in connection with Figs. 8 and 9, until the batteriesare again saturated. This condition of the switch or controller and the diagrammatic connections for the charging will. now be explained.

Starting at the generator this time, the current first rises in the shunt field through the brush 205, lead wire 204, to the point 203. then by the dotted line connection 202 to the point 201, then back by the lead wire 200 through the controlling resistance coils 145 and 146 or the various contact strips 138, 140, 139 and 137, back through the wire 136 to the shunt field coil 130 to the other brush 205 Thus the shifting of the connection to the dotted line position 202 brings the shunt field into operation so that the generator now for charging has the differential winding arrangement. The current having energized the shunt field, the current may now be traced in the main charging circuit from the brush 205 through the series coil 131, to the lead wire 147. It will be seen that the iron wire by-pass resistance is new short circuited around this series field coil 131 by reason of the fact that the dotted line connection is made at 207 between the points 206 and 208. This represents the same by-pass or short-circuit by the iron wire 170 as previously referred to in Fig. 9, for the purpose of making the quick rise of the charging current as already explained. Continuing then on the main circuit which may be considered as running either through the iron wire 170 or through the series coil 131 to the common meeting point 250, the main charging current then runs through the high resistance coil 161 of the cut-out device, back through the connecting wire 167 and lead wire 147, to the other brush of the generator. As soon as the current has then risen to the sufiicient extent to operate the armature 163, as previously explained, the main current may then flow through the coil. 160, armature 163, contact strip 104, lead wire 214, to the common battery wire 212. From thence the current flows through the wire 215, point 216, connecting strip (dotted line) 217,

point 218, wire 219, through the fourth set of storage cells, then by the wire 220, back to the common lead wire 147 on the other side of the batteries, and back to the generator. At the same time that these three cells are being charged in this manner, all the other three sets of cells are being charged in parallel with the first set, by reason of the fact that from the common wire 212, there extends the lead wires 251, 252 and to the upper sides of the other groups of three cells each, the lower sides of which groups are connected by the lead wires 224, 237 and 230, to their respective points 234, 238, and 231, and thence through the connecting straps (dotted lines) 225, 254, and 255, to the respective points 226, and 257, and thence by wires 227, 258 and 259 respectively, to the common return 'wire 147 back to the generator. Thus under these dotted line connections (the heavy line connections being considered eliminated), the generator is now in its condition for charging the batteries in multiple series arrangement of four groups in parallel with three cells in series in each group, and the generator has its field wound with the different-ial winding arrangement. The iron wire 170 is also included in this charging arrangement but of course if desired it may be dispensed with without affecting the rest oi the circuit. it may be noted that as one part of this advantageous arrangement, the series coil which forms one of the field windings for the differential arrangment of the generator for charging, is the same series coil which is alone made use of as a series-wound motor for the starting condi tion.

I will now describe the electrical connections for taking oil the lighting circuit, also the circuit for the igni ion. It is of course desirable that this lighting and ignition circuit be so taken "from the storage batteries that the electric meter will be included therein so as to measure the current which comes from the storage batteries either for lighting or ignition purposes or both. There'tore after current has been consumed for this purpose, the running of the engine can recharge the ba teries to the extent required to make up the loss occasioned by the use of this current. Just to the left of the electric meter shown in Fig. 10, is the lead wire 150 which forms one line for con nection with the lighting and ignition circuits. This wire connects at the point 300 with one side of the light circuit for the electric lamp 152. The other side of this lamp circuit comprises a lead wire 301 which extends over to the upper side of the fourth or lett-hand group of cells, connecting with the lead wire 219 thereof. The previously described lead wire 220 connects from the other side of this fourth group of cells, to the lead wire 1&7, and back through the meter 13% to join the aforesaid light line or lead wire 150. Thus it will be seen that the lighting circuit has a constant connection from one of the groups of three cells, so that said single group of three cells supplies six volts through the meter to the lighting circuit at all times, irrespective of any position of the switch controller, that is of the dotted line and heavy line connections above referred to. This arrangement is particularly advantageous because there is no flickering of the lamps with the shifting of the con troller from one position to the other for the starting or the charging arrangements. This six volts is suiiicient for the ordinary purposes of a lighting system in an apparatus of this sort when used more particularly in connection with the starting of antomobiles. f course as many lights as may conveniently be necessary can be tapped ofi? of this lighting circuit up to the proper limit, said lights being used for head-lights or side or end lamps or for any other purposes in connection with the car. Under this arrangement the batteries are charged by he generator at six volts, the cells being arranged in multiple series for this purpose and this can go on while the lighting circuit is in operation to light the lamps. The

batteries are charged equally under this group arrangement, that is there is an equal distributive effect in the batteries upon charging. And by tapping off the lighting circuit from a six-volt set, the generator is furnishing the proper or required six volts for charging or for lighting in case the batteries have been discharged to a point where they are just even with the lighting consumption.

I will now describe the ignition circuit connections. This ignition system is shown at the lower left-hand part of diagran'imatic Fig. 10 and is tapped off of the same part of the circuit which provides the lighting current. The wires 310 and 311 lead to a pole-reversing switch 312 which when shitted to the dotted line position changes the direction of current through the ignition device. This is advantageous for the reason that since this is a continuous direct current 316. Thus the making and breaking of the l contact at 313 causes sparks in the spark plug 316 for the regular and usual ignition purposes. 320 is an iron wire resistance in troduced in this ignition circuit with the 314: represents primary of the induction coil. The purpose lb of this resistance is to prevent the batteries from being run down or depleted in case the engine should happen to stop on contact. In such event the key 313 would be closed and would remain closed so that the i and gine so that this device would become important only in the event that such breaking of ignition circuit was omitted and at the same time the engine happen to stop on the contact. 111 such combination of events the iron wire resistance would come into play to prevent depletion of the batteries as just described. This device just referred to is described and claimed in my co-pending application, Serial No. 643,547, filed August 11, 1911.

Having now described the arrangements for shifting from the starting to the charg ing conditions I will now describe the mechancial construction of the switch or controller which accomplishes this shifting, that is which accomplishes the shifting of the circuit connections corresponding to the dotted and heavy line connections above referred to in connection with diagrammatic Fig. 10.

The controller has two supporting end frames 400 (see Figs. 11 and 13). These frames are shown in dotted outline in Figs. 1416. Extending horizontally between these two opposite end frames, are four shafts 401, 402, 403 and 404. On these shafts are mounted various contact plates of different shapes as shown in the vertical sectional views Figs. 14, 15 and 16, and to these contact or conducting plates are attached wires leading from the various parts of the electrical apparatus as will presently be explained.

Mounted in the lower portion of the framework of the controller, is a rock shaft 405 which extends horizontally across the controller and has mounted upon it a plurality of contact arms the various shapes of which are shown in the figures referred to. A cross shaft 406 extending horizontally just above the shaft 405, connects all of these contact arms mechanically so that the rocking of the shaft 405 rocks all of these arms together from one side to the other, Fig. 14 showing the arms in the left-hand position and Fig. 15 in the righthand position. The various contact arms carried by the rock shaft, and the various contact plates carried by the side cross shafts, are separated by suitable insulating material. 407 clearly shown in all of the figures referred to. The rocking of the shaft 405 is accomplished by means of an arm 408 attached to the outer end of said shaft and connected to the aforesaid rod 47 which is separated from the foot pedal 42. Normally the rod 47 and the rock shaft 405 with its connected parts, are in the posi tion shown in Fig. 16. This is the charging position when the pedal 42 is in its rearward or normal home position. When the foot pedal 42 is pushed forward for starting as previously explained, the rod 47 is pulled in the direction of the arrow in Fig. 16,

which culls the arm 408 downward and rocks the shaft 405 so as to carry the contact arms to the other shifted position as will more clearly le referred to later. Figs. 11 and 12 are top views of the controller where the operating arm 408 is at the righthand side. Thus it will be seen that the position of the rock shaft 40.5 and the cross shaft 406 carrying the various rocking contact plates is shown in Fig. 11 as in the charging position, whereas in Fig. 12 the operating arm 408 has been operated downward sufficiently to rock the shaft 405 and carry the cross shaft 406, with the various contact arms, in the opposite position, which is the starting position. The vertical sectional view taken for Fig. 16 is along the line 1S18 of Fig. 11, that is at the righthand end of Fig. 11, looking in the direction of the arrows. Fig. 15 on the other hand, is a vertical section on the line 1717 of Fig. 11, looking in the opposite direction indicated by the arrows. Therefore Fig. 15 is also for the charging position of the parts, the cross shaft 406 being shown rocked to the right-hand side because of the direction of view being opposite to that of Fig. 16. Likewise 14 is a vertical cross section on the line 1('310 of F 1g. 1:2 looking in the direction of the arrows.

Since Fig. 12 is for the starting position, likewise Fig. 14 is therefore for the start ing position as shown. It will be now readily understood that this system of contact arms which are oscillated hack and forth. about the rock shaft 405 as a pivot, and connected by the cross shaft 406, are the various contact strips which correspond to the pre -riously described heavy lines and dotted lines in the diagrammatic Fig. 10 where the heavy lines have been assumed to be moved to the dotted line positions for the charging condition. Thus the movement of the rod 47 and the rocking of the shaft 403, moves this system of contact arn s to one side or the other of this switch or controller, for the purp 1c of connecting the electrical devices for starting (when in the position of 12) and for charging {when in position shown in Fig. 11). T iese various oscillating contact arms have two varieties of shapes, one having enlarged or e:-;- panded head as shown in Figs. 14 and 10. and the other a narrow head as shown in Fig. 15. The purpose of the wider or ex panded head is to enable this connectii'ig arm to bridge across between. the two side contact alates as shown in Fig. 16, while the narrow head variety such as shown in Fig. 1 merely makes contact with one of the side strips thereby connectin that strip with this overlapping contact arm. These various side contact plates and the inter-- mediate oscillating contact arms are 11W11- bered to correspond with the parts reprc- 

